EP2851221B1 - Dispositif de commande de véhicule, et procédé de commande de véhicule - Google Patents

Dispositif de commande de véhicule, et procédé de commande de véhicule Download PDF

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Publication number
EP2851221B1
EP2851221B1 EP13790959.4A EP13790959A EP2851221B1 EP 2851221 B1 EP2851221 B1 EP 2851221B1 EP 13790959 A EP13790959 A EP 13790959A EP 2851221 B1 EP2851221 B1 EP 2851221B1
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Prior art keywords
control
vehicle
estimation accuracy
sprung mass
damping force
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EP13790959.4A
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German (de)
English (en)
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EP2851221A4 (fr
EP2851221A1 (fr
Inventor
Hironobu Kikuchi
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/02—Control of vehicle driving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/018—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/018—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
    • B60G17/0182—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method involving parameter estimation, e.g. observer, Kalman filter
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/018—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
    • B60G17/0185—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method for failure detection
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/0195—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the regulation being combined with other vehicle control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60G17/06—Characteristics of dampers, e.g. mechanical dampers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/22—Conjoint control of vehicle sub-units of different type or different function including control of suspension systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B60G2400/204—Vehicle speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/40—Steering conditions
    • B60G2400/41—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/60—Load
    • B60G2400/64—Wheel forces, e.g. on hub, spindle or bearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/08—Failure or malfunction detecting means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/08—Failure or malfunction detecting means
    • B60G2600/084—Supervisory systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/60—Signal noise suppression; Electronic filtering means
    • B60G2600/604—Signal noise suppression; Electronic filtering means low pass
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/70—Estimating or calculating vehicle parameters or state variables
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/80—Detection or control after a system or component failure
    • B60G2800/802—Diagnostics
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B60G2800/91—Suspension Control
    • B60G2800/916—Body Vibration Control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • B60W2030/206—Reducing vibrations in the driveline related or induced by the engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/14—Yaw
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/22—Suspension systems
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/22—Suspension systems
    • B60W2710/226—Damping

Definitions

  • Patent document 1 discloses a technology for estimating stroke speed from fluctuations in wheel speed in a predetermined frequency region, and modifying the damping force of a variable damping force shock absorber in accordance with the stroke speed, to control the sprung behavior.
  • EP 2 078 653 A1 discloses a vibration-damping control device for vehicle.
  • Patent Document 1 Japanese Laid-Open Patent Application No. 2009-241813
  • FIG. 1 is a schematic system diagram showing a vehicle control device according to a first embodiment.
  • a vehicle comprises an engine 1 constituting a power source, brakes 20 for generating braking torque by applying frictional force to the wheels (brakes corresponding to individual wheels will be referred to hereafter as follows: front right brake: 20FR; front left brake: 20FL; rear right brake: 20RR; rear left brake: 20RL), and shock absorbers 3 capable of variable damping force control, provided between each of the wheels and the vehicle body (“shock absorber” will be abbreviated "S/A” in the following description, and S/A corresponding to individual wheels will be referred to as follows: front right S/A: 3FR; front left S/A: 3FL; rear right S/A: 3RR; rear left S/A: 3RL).
  • the engine 1 has an engine controller (also referred to hereinafter as an engine control unit, and corresponding to the power source control means) 1a.
  • the engine controller 1a controls the engine operation state (engine rpm, engine output torque, etc.) as desired by controlling the opening of the throttle valve, the fuel injection level, the ignition timing, and the like, of the engine 1.
  • the brakes 20 generate braking torque based on hydraulic pressure supplied from a brake control unit 2 capable of controlling brake hydraulic pressure for each of the wheels, according to the driving state.
  • the brake control unit 2 has a brake controller 2a (also referred to hereinafter as a brake control unit) for controlling the braking torque generated by the brakes 20, the desired hydraulic pressure being generated in the brakes 20 for each of the wheels through opening and closing of a plurality of solenoid valves using master cylinder pressure generated by a driver operating the brake pedal, or pump pressure generated by a built-in motor-driven pump, as a hydraulic pressure source.
  • a brake controller 2a also referred to hereinafter as a brake control unit
  • damping force may also be set, for example, by disposing a solenoid control valve on a communicating passage connecting the fluid, formed above and below the piston, and controlling the amount of opening and closing of the solenoid control valve; the invention is not particularly limited with respect thereto.
  • Each S/A 3 has an S/A controller 3a (corresponding to a damping force control means) for controlling the damping force of the S/A 3, the damping force being controlled through operation of the orifice diameter by the S/A actuator.
  • the integrated sensor 6 may be disposed at the location of the center of gravity of the vehicle, or at some other location, with no particular limitation, provided that the configuration is on by which estimation of various values at the position of the center of gravity is possible.
  • the sensor need not be of integrated type; individual sensors for detecting yaw rate, forward/reverse acceleration, and lateral acceleration may also be provided.
  • the brakes 20 are capable of controlling bouncing motion and pitching motion, but controlling both will create a strong sense of deceleration and tend to create discomfort for the driver.
  • the S/A 3 are capable of controlling all rolling motion, bouncing motion, and pitching motion, but in cases in which all over wide ranges is performed by the S/A 3, the S/A 3 manufacturing costs may be greater, and the damping force will tend to be higher, creating a tendency for high-frequency vibration to be input from the road surface, and tending to produce discomfort for the driver.
  • control performed by the brakes 20 will not lead to a worsening of high-frequency vibration, but will lead to an increased sense of deceleration, whereas control performed by the S/A 3 will not create a sense of deceleration, but may lead to input of high-frequency vibration.
  • Figure 2 is a control block diagram showing a configuration of control by the vehicle control device according to the first embodiment.
  • the control devices are constituted by three units: an engine controller 1a, a brake controller 2a, and an S/A controller 3a, with a wheel speed feedback control system being configured in the respective control devices.
  • the system has an estimation accuracy deterioration detection unit 4a for detecting deterioration in the estimation accuracy, which indicates the reliability of the state estimations made by the driving state estimating units, discussed later (a first driving state estimating unit 100, a second driving state estimating unit 200, and a third driving state estimating unit 32); and a deterioration estimation accuracy detected control unit 5a, for transitioning to a suitable control state when deterioration in the estimation accuracy has been detected.
  • the estimation accuracy deterioration detection unit 4a and the deterioration estimation accuracy detected control unit 5a will be described in detail below.
  • the first embodiment a configuration provided with three control devices as the control devices is shown; however, a configuration in which all of the control devices are constituted by an integrated control device would be acceptable as well, with no particular limitations.
  • the configuration provided with three control devices in the first embodiment envisions repurposing the engine controller and the brake controller of an existing vehicle as the engine control unit 1a and the brake control unit 2a, while installing the separate S/A controller 3a, to realize the vehicle control device according to the first embodiment.
  • the engine controller 1a has the first driving state estimating unit 100 for estimating, based on wheel speed detected primarily by wheel speed sensors, the stroke speed, bounce rate, roll rate, and pitch rate of each wheel, for use in skyhook control by a sprung mass vibration damping control unit 101a, discussed below; an engine orientation control unit 101 for calculating an engine orientation control amount constituting an engine torque command; and an engine control unit 102 for controlling the operation state of the engine 1, based on the calculated engine orientation control amount.
  • the specifics of the estimation process by the first driving state estimating unit 100 will be discussed below.
  • the engine orientation control unit 101 has the sprung mass vibration damping control unit 101a which calculates a sprung mass control amount for minimizing bouncing motion and pitching motion caused by skyhook control; a ground-contacting load control unit 101b that calculates a ground-contacting load fluctuation-minimizing control amount for minimizing ground-contacting load fluctuation of the front wheels and the rear wheels; and an engine-side driver input control unit 101c for calculating, based on signals from the steering angle sensor 7 and the vehicle speed sensor 8, a yaw response control amount corresponding to the vehicle behavior that the driver wishes to achieve.
  • the S/A controller 3a has a driver input control unit 31 that performs driver input control to reach a desired vehicle orientation based on an operation by the driver (a steering operation, accelerator operation, brake pedal operation, or the like); a third driving state estimating unit 32 that estimates a driving state based on values detected by various sensors (primarily the wheel speed sensor values of the wheel speed sensors 5); a sprung mass vibration damping control unit 33 that controls the vibration state of the sprung mass based on the estimated driving state; an unsprung mass vibration damping control unit 34 that controls the vibration state of the unsprung mass based on the estimated driving state; and a damping force control unit 35 that, based on a shock absorber orientation control amount output by the driver input control unit 31, a sprung mass vibration damping amount output by the sprung mass vibration damping control unit 33, and an unsprung mass vibration damping amount output by the unsprung mass vibration damping control unit 34, determines damping force to be set for the S/A 3, and performs damping force control of the S/A.
  • the first, second, and third driving state estimating units which are provided to the feedback control systems and share a common configuration, will be described.
  • identical estimation processes are employed as the estimation processes in the first driving state estimating unit 100, the second driving state estimating unit 200, and the third driving state estimating unit 32. Therefore, because the processes in the estimating units are common to each, the estimation process taking place in the third driving state estimating unit 32 will be described as representative.
  • each of these driving state estimating units may be provided with a separate estimation model, with no particular limitations.
  • Figure 5 is a control block diagram showing the specifics of control in a stroke speed calculator unit of the first embodiment.
  • a stroke speed calculator unit 321 is separately provided for each wheel; the control block diagram shown in Figure 5 is a control block diagram focusing on a specific wheel.
  • the stroke speed calculator unit 321 has a reference wheel speed calculating unit 300 for calculating a reference wheel speed based on the values from the wheel speed sensors 5, a front wheel steering angle ⁇ f detected by the steering angle sensor 7, a rear wheel steering angle ⁇ r (the actual rear wheel steering angle when a rear wheel steering device is provided; otherwise zero), a vehicle body lateral speed, and an actual yaw rate detected by the integrated sensor 6; a tire rotational vibration frequency calculating unit 321a for calculating tire rotational vibration frequency based on the calculated reference wheel speed; a deviation calculating unit 321b for calculating the deviation between the reference wheel speed and wheel speed sensor values (i.e., wheel speed variation); a GEO conversion unit 321c for converting the deviation calculated by the deviation calculating
  • FIG. 6 is a block diagram showing the configuration of a reference wheel speed calculator unit of the first embodiment.
  • the reference wheel speed indicates a value from which various types of interference have been eliminated from each of the wheel speeds.
  • the difference between a wheel speed sensor value and the reference wheel speed is a value related to a component that varies according to a stroke generated by vehicle body bouncing behavior, rolling behavior, pitching behavior, or unsprung vertical vibration; in the present embodiment, the stroke speed is calculated based on this difference.
  • a roll interference elimination unit 302 using the first wheel speed V0 as input, calculates second wheel speeds V0F, V0R as reference wheel speeds for the front and rear wheels based on a vehicle body front view model.
  • the vehicle body front view model is used to eliminate wheel speed differences produced by rolling motion occurring around a center of roll rotation on a vertical line passing through the vehicle center of gravity, when the vehicle is viewed from the front, and is represented by the following formulas.
  • V 0 F V 0 FL + VOFR / 2
  • V 0 R V 0 RL + V 0 RR / 2
  • Skyhook control refers to a process whereby damping force is set based on the relationship between the stroke speed of the S/A 3 and the sprung mass speed, and the orientation of the sprung mass is controlled to achieve a flat driving state.
  • Stroke speed is a value detectable from the wheel speed sensor 5, and since the sprung mass is not provided with a vertical acceleration sensor or the like, the sprung mass speed must be estimated using an estimation model. Issues pertaining to the estimation model, and the appropriate model configuration to adopt, will be discussed below.
  • the magnitude of the estimated sprung mass speed is therefore less than the actual speed in the frequency band below sprung mass resonance; however, as phase is the most important element in skyhook control, skyhook control can be achieved as long as the correspondence between phase and sign can be maintained; the magnitude of the sprung mass speed can be adjusted using the other coefficients or the like, and therefore does not pose a problem.
  • xsB denotes the bounce term
  • xsR the roll term
  • xsP the pitch term
  • xsW the warp term of the stroke amount
  • z_sFL, z_sFR, z_sRL, z_sRR denote stroke amounts corresponding to Vz_sFL, Vz_sFR, Vz_sRL, Vz_sRR
  • the differentials dxsB, ... of xsB, xsR, xsP, xsW may be expressed by the following formulas.
  • estimates of the state of the sprung mass of an actual vehicle can be accomplished based on the stroke speeds for the various wheels.
  • the vehicle control device is provided with three actuators for achieving sprung mass orientation control, namely, the engine 1, the brakes 20, and the S/A 3.
  • the two elements of bounce rate and pitch rate are targeted for control by the sprung mass vibration damping control unit 101a in the engine controller 1a; the pitch rate is targeted for control by the skyhook control unit 201 in the brake controller 2a; and the three elements of bounce rate, roll rate, and pitch rate are targeted for control by the skyhook control unit 33a in the S/A 3.
  • the skyhook control amount FR in the roll direction is calculated as part of the S/A orientation control amount in the skyhook control unit 33a.
  • the skyhook control amount FP in the pitch direction is calculated as part of the engine orientation control amount in the sprung mass vibration damping control unit 101a, calculated as part of the brake orientation control amount in the skyhook control unit 201, and also calculated as part of the S/A orientation control amount in the skyhook control unit 33a.
  • the engine orientation control unit 101 there is established a limit value for limiting the engine torque control amount according to the engine orientation control amount, so as to avoid discomfort for the driver.
  • the engine torque control amount when converted to forward/reverse acceleration, is limited to within a prescribed forward/reverse acceleration range. Therefore, when calculating an engine orientation control amount (engine torque control amount based on FB or FP, when a value at or above the limit value is calculated, an engine orientation control amount is output by way of a skyhook control amount for bounce rate or pitch rate achievable at the limit value.
  • an engine torque control amount is calculated based on the engine orientation control amount corresponding to the limit value, and is output to the engine 1.
  • the braking torque control amount when converted to forward/reverse acceleration, is limited to within a prescribed forward/reverse acceleration range (a limit value derived from passenger discomfort, actuator life, or the like). Therefore, when calculating a brake orientation control amount based on FP, when a value at or above the limit value is calculated, a pitch rate minimization amount (hereinafter denoted as "brake orientation control amount") achievable at the limit value is output to the brake control unit 202.
  • a braking torque control amount is calculated based on the brake orientation control amount corresponding to the limit value, and is output to the brakes 20.
  • the brakes 20 are capable of controlling both bounce and pitch; thus, it may be considered preferable for them to control both.
  • bounce control is performed by the brakes 20
  • braking force is generated in all four wheels simultaneously, and even in directions of low priority of control, there is a rather strong sensation of deceleration relative to the difficulty in producing a controlling effect, and this tends to subject the driver to discomfort.
  • pitch control is performed in specialized fashion by the brakes 20 has been adopted.
  • Figure 8 is a control block diagram showing brake pitch control in the first embodiment.
  • m mass of the vehicle body
  • BFf front wheel braking force
  • BFr rear wheel braking force
  • Hcg height between the vehicle center of gravity and the road surface
  • a vehicle acceleration
  • Mp pitch moment
  • Vp pitch rate
  • a brake orientation control amount calculating unit 334 is constituted from the following control blocks.
  • a dead band process sign determining unit 3341 the sign of the input pitch rate Vp is determined; when the sign is positive, no control is necessary, so a "0" is output to a deceleration perception-reduction process unit 3342, and when the sign is negative, control is determined to be possible, and a pitch rate signal is output to the deceleration perception-reduction process unit 3342.
  • a deceleration sense reduction process is one that corresponds to the limit created by the aforementioned limit value that was set in the brake orientation control amount calculating unit 334.
  • a squaring process unit 3342a squares the pitch rate signal. This reverses the sign, and smooths the rise in control force.
  • a pitch rate square damping moment calculating unit 3342b multiplies the squared pitch rate by a skyhook gain CskyP for the pitch term, which takes into account the squaring process, and calculates the pitch moment Mp.
  • a target deceleration calculating unit 3342c divides the pitch moment Mp by the mass m and the height Hcg between the vehicle center of gravity and the road surface, and calculates target deceleration.
  • a jerk threshold value limiting unit 3342d determines whether the rate of change of the calculated target deceleration, i.e., jerk, is within pre-established ranges for a deceleration jerk threshold value and a release jerk threshold value, and whether the target deceleration is within a forward/reverse acceleration limit value range. When any of the threshold values is exceeded, the target deceleration is corrected to a value within the ranges for the jerk threshold values. When the target deceleration exceeds the limit value, it is set to within the limit value. It is thereby possible to produce a rate of deceleration such that discomfort for the driver does not result.
  • the sprung mass speed is estimated based on the values detected by the wheel speed sensors 5, and skyhook control is performed on the basis thereof, to thereby accomplish sprung mass vibration damping control.
  • skyhook control is performed on the basis thereof, to thereby accomplish sprung mass vibration damping control.
  • a comfortable driving state i.e., a soft ride rather than a vehicle body flat sensation
  • FIG. 9 is a diagram simultaneously depicting a wheel speed frequency profile detected by a wheel speed sensor, and a stroke frequency profile from a stroke sensor, not installed in the present embodiment.
  • frequency profile refers to a profile in which the magnitude of amplitude versus the frequency is plotted on the y axis as a scalar quantity.
  • a comparison of the frequency component of the wheel speed sensor 5 and the frequency component of the stroke sensor shows that roughly similar scalar quantities can be plotted from the sprung mass resonance frequency component to the unsprung mass resonance frequency component.
  • the damping force has been set based on this frequency profile, from among the values detected by the wheel speed sensor 5.
  • the region in which the unsprung mass resonance frequency component lies is a frequency region in which, although vertical movement to an extent that is followed by the body's mass is not experienced, quivering vibration is transmitted to part of the passenger's body, i.e., the thighs, and is referred to as a flutter region (6-23 Hz).
  • Figure 10 is a control block diagram showing frequency-sensitive control in sprung mass vibration damping control in the first embodiment.
  • a band elimination filter 350 cuts out noise other than the vibration component used to perform control.
  • a predetermined frequency region splitting unit 351 splits the region into the respective frequency bands of a float region, a bounce region, and a flutter region.
  • a Hilbert transform processing unit 352 performs a Hilbert transform upon the split frequency bands, converting them to scalar quantities (specifically, areas calculated using amplitude and frequency band) based on the amplitude of the frequency.
  • a vehicle vibrational system weighting unit 353 establishes weights for actual propagation of vibration to the vehicle in the float region, the bounce region, and the flutter region frequency bands.
  • a human sensation weighting unit 354 establishes weights for propagation of vibration to passengers in the float region, the bounce region, and the flutter region frequency bands.
  • Figure 11 is a correlation graph showing a human sensation profile plotted against frequency.
  • passenger sensitivity to frequencies is comparatively low in the float region, which is a low-frequency region, with sensitivity gradually increasing in the course of transition to regions of higher frequency. Frequencies in high-frequency regions at and above the flutter region become progressively harder to transmit to the passenger.
  • the float region human sensation weight Wf is set to 0.17
  • the bounce region human sensation weight Wh is set to 0.34 which is higher than Wf
  • the flutter region human sensation weight Wb is set to 0.38 which is higher than Wf and Wh. It is thereby possible to increase the correlation between the scalar quantities of the various frequency bands, and the vibration actually propagated to passengers.
  • These two weighting factors may be modified, as appropriate, according to vehicle concept or passenger preferences.
  • a scalar quantity calculating unit 356 multiplies the scalar quantities of the frequency bands calculated by the Hilbert transform processing unit 352, by weights calculated in the weight-determining means 355, and outputs final scalar quantities. The process up to this point is performed on the wheel speed sensor values for each of the wheels.
  • a maximum value-selection unit 357 selects the maximum value from among the final scalar quantities calculated for each of the four wheels. The value 0.01 appearing at the bottom has been established to avoid having 0 as a denominator, as the total of the maximum values is used as a denominator in a subsequent process.
  • a proportion calculating unit 358 calculates a proportion, using the total of the maximum scalar quantity values for each of the frequency bands as the denominator, and the maximum scalar quantity value of the frequency band corresponding to the float region as the numerator. In other words, the proportion of contamination (hereafter, simply "proportion”) in the float region contained in all vibration components is calculated.
  • a sprung mass resonance filter 359 performs a filter process having a sprung mass resonance frequency of roughly 1.2 Hz on the calculated proportion, and extracts from the calculated proportion a sprung mass resonance frequency band component representing the float region. In other words, because the float region exists at approximately 1.2 Hz, it is believed that the proportion of this region will also vary around 1.2 Hz.
  • the final extracted proportion is then output to the damping force control unit 35, and a frequency-sensitive damping force control amount in accordance with the proportion is output.
  • Figure 12 is a plot showing the relationship between damping force and the proportion of vibration contamination of the float region, produced by frequency-sensitive control in the first embodiment.
  • a high damping force level is established when the float region occupies a large proportion, thereby reducing the vibration level of sprung mass resonance. Even when high damping force is established, because the proportions of the bounce region and the flutter region are small, no high-frequency vibration or bouncy vibration is transmitted to passengers. Meanwhile, establishing a low level of damping force when the float region proportion is small reduces the vibration transmission profile at and above the sprung mass resonance, minimizing high-frequency vibration and yielding a smooth ride.
  • Figure 13 is a diagram showing a wheel speed frequency profile detected by a wheel speed sensor 5 under certain driving conditions. This profile is especially observed during driving on a road surface having continuous small irregularities, such as cobbles.
  • skyhook control is performed while driving on a road surface exhibiting this profile, the problem arises that, because in skyhook control, the damping force is determined from the peak amplitude value, any degradation in phase estimation for high-frequency vibrational input will cause an extremely high damping force to be established at incorrect timing, leading to exacerbation of high-frequency vibration.
  • FIG. 14 is a control block diagram showing a configuration of roll rate minimization control in the first embodiment.
  • lateral acceleration Yg is estimated based on the front wheel steering angle ⁇ f detected by the steering angle sensor 7, the rear wheel steering angle ⁇ r (the actual rear wheel steering angle when a rear wheel steering device is provided; otherwise zero), and the vehicle speed VSP detected by the vehicle speed sensor 8.
  • This lateral acceleration Yg is calculated from the following formula, using an estimated yaw rate value ⁇ .
  • Yg VSP ⁇ ⁇
  • a synthesis unit 31b7 the values output by the square calculating unit 31b6 are summed.
  • a gain multiplication unit 31b8 the squared values of the summed components are multiplied by a gain, and output.
  • a square root calculating unit 31b9 the square root of the value output by the gain multiplication unit 31b7 is calculated, to thereby calculate a driver input orientation control amount for roll rate minimization control purposes, which is output to the damping force control unit 35.
  • Figure 15 is a time chart showing an envelope waveform shaping process for roll rate minimization control in the first embodiment.
  • a roll rate begins to be generated.
  • generation of the roll rate in the initial phase of steering can be minimized.
  • the roll rate generated in a transient state during initiation or completion of steering by the driver can be minimized efficiently. In other words, in a steady turning state in which constant roll is being generated, the damping force is not increased excessively, and degraded ride comfort is avoided.
  • the 90° phase-lead component dYg and the lateral acceleration DC-cut component F (dYg) disappear, and now the 90° phase-lag component F (Yg) is added.
  • the damping force would be set to a small value from time t2 to time t3, posing the risk of destabilization of vehicle behavior by the roll rate resonance component.
  • the 90° phase-lag component F (Yg) contributes to minimizing this roll rate resonance component.
  • an unsprung mass resonance component is extracted by applying a band-pass filter to wheel speed fluctuations output from the deviation calculating unit 321b of the driving state estimating unit 32, but it would also be acceptable to apply a band-pass filter to values detected by the wheel speed sensors to extract the unsprung mass resonance component, or for the driving state estimating unit 32 to estimate the unsprung mass speed along with the sprung mass speed, and extract the unsprung mass resonance component.
  • FIG. 17 is a control block diagram showing a control configuration for a damping force control unit of the first embodiment.
  • the driver input damping force control amount output from the driver input control unit 31, the S/A orientation control amount output from the skyhook control unit 33a, the frequency-sensitive damping force control amount output from the frequency-sensitive control unit 33b, the unsprung mass vibration damping force control amount output from the unsprung mass vibration damping control unit 34, and the stroke speed calculated by the driving state estimating unit 32 are input into an equivalent viscous damping coefficient conversion unit 35a, which converts these values into an equivalent viscous damping coefficient.
  • a damping coefficient reconciling unit 35b reconciles which damping coefficients are to be used as the basis for control, and outputs a final damping coefficient.
  • a control signal conversion unit 35c converts a control signal (command current value) to be sent to the S/A 3, doing so based on the stroke speed and the damping coefficient reconciled by the damping coefficient-reconciling unit 35b, and outputs the signal to the S/A 3.
  • the vehicle control device of the first embodiment has four control modes.
  • the first is a standard mode which envisions a state in which a suitable turning state may be obtained when driving on typical city streets or the like.
  • the second is a sport mode which envisions a state in which a stable turning state may be obtained when aggressively driving along a winding road or the like.
  • the third is a comfort mode which envisions a state in which priority is given to ride comfort, such as when setting off at low vehicle speed.
  • the fourth is a highway mode which envisions a state of driving at high vehicle speeds on a freeway or the like, with numerous straight sections.
  • skyhook control by the skyhook control unit 33a and unsprung mass vibration damping control is by the unsprung mass vibration damping control unit 34 are carried out, while giving priority to driver input control by the driver input control unit 31.
  • control is carried out while giving priority to unsprung mass vibration damping control by the unsprung mass vibration damping control unit 34, while frequency-sensitive control is performed by the frequency-sensitive control unit 33b.
  • control is carried out while adding a control amount for the unsprung mass vibration damping control by the unsprung mass vibration damping control unit 34, to the skyhook control performed by the skyhook control unit 33a, while also giving priority to the driver input control performed by the driver input control unit 31.
  • Figure 18 is a flow chart showing a damping coefficient reconciliation process performed in the standard mode in the first embodiment.
  • Figure 19 is a flow chart showing a damping coefficient reconciliation process performed during the sport mode in the first embodiment.
  • step S 13 a determination is made as to whether the unsprung mass vibration damping coefficient k4 is greater than the driver input damping coefficient k1, and when this is the case, the process advances to step S15, in which k4 is set as a first damping coefficient k. On the other hand, when the unsprung mass vibration damping coefficient k4 is equal to or less than the driver input damping coefficient k1, the process advances to step S14, in which k1 is set as the first damping coefficient k.
  • step S16 a determination is made as to whether the unsprung mass vibration damping coefficient k4 equals the maximum value max settable for the S/A 3; and when it is the case that it equals the maximum value max, the process advances to step S 17, or if not the case, the process advances to step S 18.
  • step S 18 a damping coefficient that satisfies the damping force distribution factor within a range in which the driver input damping coefficient k1 for each of the four wheels is equal to or greater than k4 is calculated.
  • a value that satisfies the damping force distribution factor established through driver input control, and that satisfies requirements at unsprung mass vibration damping control end are met, is calculated.
  • Figure 20 is a flow chart showing a damping coefficient reconciliation process performed during the comfort mode in the first embodiment.
  • Figure 22 is a time chart showing change in the damping coefficient during driving on a hilly road surface and a bumpy road surface. For instance, when attempting to minimize motion giving rise to swaying movement of the vehicle body due to the effects of slight hill in the road surface when driving at high vehicle speed, if it is attempted to achieve this through skyhook control alone, it will be necessary to detect slight fluctuations in wheel speed, which requires establishing a comparatively high skyhook control gain.
  • the first damping coefficient k is set constantly as in highway mode, a given level of damping force can be constantly ensured, and swaying motion of the vehicle body can be minimized, even when the damping coefficient produced through skyhook control is low. Additionally, because there is no need to boost the skyhook control gain, bumps in the road surface can be dealt with appropriately through ordinary control gain. Moreover, because skyhook control is performed in a state in which the damping coefficient k has been established, unlike in the case of a damping coefficient limit, operation of a damping coefficient reduction step is possible in the semi-active control region, ensuring stable vehicle orientation during high-speed driving.
  • step S50 based on the value from the steering angle sensor 7, a determination is made as to whether a state of driving straight ahead exists, and if a state of driving straight ahead is determined to exist, the process advances to step S51, whereas in the case of a determination that a state of turning exists, the process advances to step S54.
  • step S51 based on the value from the vehicle speed sensor 8, a determination is made as to whether a predetermined vehicle speed VSP1 indicating a state of high vehicle speed has been reached or exceeded, and, in the case of a determination that VSP1 has been reached or exceeded, the process advances to step S52 and standard mode is selected. On the other hand, in the case of a determination that the speed is less than VSP1, the process advances to step S53, and comfort mode is selected.
  • step S54 based on the value from the vehicle speed sensor 8, a determination is made as to whether a predetermined vehicle speed VSP1 indicating a state of high vehicle speed has been reached or exceeded, and, in the case of a determination that VSP1 has been reached or exceeded, the process advances to step S55, and highway mode is selected. On the other hand, in the case of a determination that the speed is less than VSP1, the process advances to step S56, and sport mode is selected.
  • standard mode is selected when driving at a high vehicle speed when driving straight ahead, thereby making it possible to stabilize the vehicle body orientation via skyhook control, ensure ride comfort by minimizing high-frequency vibration-induced bouncing or fluttering, and minimizing resonance in the unsprung mass.
  • Selecting comfort mode when driving at low speeds makes it possible to minimize resonance in the unsprung mass while minimizing the transmission of vibration such as bouncing or fluttering to passengers.
  • the estimation accuracy deterioration detection unit 4a has been provided to detect cases of deterioration in the estimation accuracy, and in cases of deterioration in the estimation accuracy, control continues to the extent possible, while ensuring performance that is at least as good or better than an ordinary vehicle in which vehicle vibration damping control is not performed, so as to stabilize the sprung mass behavior associated with the deterioration in the estimation accuracy.
  • a deterioration in accuracy flag is set continuously to "ON." In so doing, frequent switching of the deterioration in accuracy flag can be minimized, while avoiding control states based on erroneous state estimation values.
  • the respective estimation accuracy deterioration detection processes will be described in sequence below.
  • the vehicle of the first embodiment has an anti-skid brake control unit (hereinafter termed an ABS control unit) for detecting the state of slip of the wheels during braking, and performing pressure regulation control to bring the slip rate to a predetermined value or below; a vehicle dynamics control unit (hereinafter termed a VDC control unit) for controlling the brake fluid pressure of prescribed wheels, to bring a turning state of the vehicle (for example, the yaw rate) to a target turning state; and a traction control unit (hereinafter termed a TCS control unit) for performing brake pressure boost control or engine torque-down control, in order to minimize drive slip when the vehicle begins to move, or the like.
  • ABS control unit anti-skid brake control unit
  • VDC control unit vehicle dynamics control unit
  • TCS control unit traction control unit
  • a flag-ON signal is output to a brake control flag hold unit 410.
  • a deteriorated-estimation accuracy signal is output during the interval in which the flag-ON signal is received.
  • the deteriorated-accuracy signal continues to be output for a predetermined duration (in the case of the first embodiment, a five-second interval) following fall of the flag-ON signal. In so doing, a steady deteriorated-estimation accuracy signal can be output, even in cases such that the brake control flag repeatedly goes ON/OFF.
  • Detection based on a reference vehicle body speed shall be described next.
  • a reference wheel speed is calculated in order to detect a component that fluctuates in association with stroke of the S/A 3. The purpose of doing so is to extract differentials between the reference wheel speed and the wheel speed sensor values, as a component of fluctuation in association with stroke. While this reference wheel speed can ensure precise stroke speed estimation under conditions in which slip or the like is not occurring, when slip occurs, it becomes difficult to distinguish whether fluctuations are those associated with stroke, or wheel speed fluctuations associated with slip.
  • a low-pass filter of a frequency to the low-frequency end (in the first embodiment, 0.5 Hz) from the vibration frequencies arising due to stroke speed, sprung mass speed, and the like is applied to the reference wheel speed, and in cases in which, subsequent to application of this low-pass filter, variability of the reference wheel speed among the wheels is observed, it is detected that wheel speed fluctuations are due to slip, and that estimation accuracy has deteriorated.
  • a first wheel speed V0 to serve as a reference wheel speed for each of the wheels is calculated based on the vehicle body plan view model.
  • ⁇ (rad/s) is the wheel speed sensor detected by the wheel speed sensor 5
  • ⁇ f(rad) is the front wheel actual steering angle detected by the steering angle sensor 7
  • ⁇ r (rad) is the rear wheel actual steering angle
  • Vx is the vehicle body lateral speed
  • ⁇ (rad/s) is the yaw rate detected by the integrated sensor 6
  • V (m/s) is the vehicle body speed estimated from the calculated reference wheel speed ⁇ 0
  • VFL, VFR, VRL, and VRR are the reference wheel speeds to be calculated
  • Tf is the front wheel tread
  • Tr is the rear wheel tread
  • Lf is the distance from the position of the vehicle center of gravity to the front wheels
  • Lr is the distance from the position of the vehicle center of gravity to the rear wheel.
  • VFL V ⁇ Tf / 2 ⁇ ⁇ cos ⁇ f + Vx + Lf ⁇ ⁇ sin ⁇ f
  • VFR V + Tf / 2 ⁇ ⁇ cos ⁇ f + Vx + Lf ⁇ ⁇ sin ⁇ f
  • VRL V ⁇ Tr / 2 ⁇ ⁇ cos ⁇ r + Vx ⁇ Lr ⁇ ⁇ sin ⁇ r
  • VRR V + Tr / 2 ⁇ ⁇ cos ⁇ r + Vx ⁇ Lr ⁇ ⁇ sin ⁇ r
  • V is denoted as V0FL, V0FR, V0RL, and V0RR (equivalent to first wheel speeds) as values corresponding to the respective wheels.
  • a reference wheel speed for each wheel is calculated based on these relational expressions.
  • a low-pass filter 421 filtering at 0.5 Hz, which represents a region to the low-frequency end from a frequency region including stroke speed and sprung mass speed is performed on the reference wheel speed V0FL, FR, RL, RR calculated for each wheel, and a stationary component is extracted.
  • a differential decision unit 422 the following respective values are calculated.
  • the deteriorated-estimation accuracy signal is halted in cases in which the differential is equal to or less than value obtained by multiplying the prescribed value dfthi by 0.8.
  • the deteriorated-accuracy signal is output continuously. In so doing, a steady deteriorated-estimation accuracy signal can be output, even in cases in which the deteriorated-estimation accuracy signal of the differential decision unit 422 repeatedly goes ON/OFF.
  • A is a prescribed value.
  • the roll rate is estimated from the lateral acceleration Yg estimated based on this relationship.
  • the estimated value of the aforementioned lateral acceleration will diverge from the actual value.
  • a low-pass filter of a frequency in the first embodiment, 0.5 to the low-frequency end from the vibration frequencies produced by stroke speed, sprung mass speed, or the like is applied to the estimated lateral acceleration, and when the lateral acceleration subsequent to application of this low-pass filter diverges from the actual lateral acceleration detected by the lateral acceleration sensor, it is detected that wheel speed fluctuations are due to slip, and that estimation accuracy has deteriorated.
  • a vehicle motion state estimating unit 430 the vehicle speed VSP detected by the wheel speed sensor 8 and the steering angle detected by the steering angle sensor 7 are read in, and the lateral acceleration is estimated based on a plan view model.
  • the yaw rate is estimated based on a plan view model.
  • a low-pass filter 431 filtering by a low-pass filter of a frequency of 0.5 Hz, which represents a region to the low-frequency end from a frequency region including the stroke speed and sprung mass speed, is performed on the estimated lateral acceleration, the estimated yaw rate, and the sensor value from the integrated sensor 6, and a stationary component is extracted. Then, in a differential decision unit 432, the differentials of the respective estimated value and sensor values are calculated.
  • dfyrss estimated yaw rate ⁇ actual yaw rate
  • dflgrss estimated lateral acceleration ⁇ actual lateral acceleration
  • the deteriorated-accuracy signal is output continuously for a prescribed duration (in the first embodiment, a one-second interval) following completion of reception of the deteriorated-estimation accuracy signal.
  • a braking force release decision unit 450 decides whether or not the brake switch has switched from ON to OFF, and in the event of a decision that it has switched, outputs a deteriorated-accuracy signal to a brake switch hold unit 451.
  • the deteriorated-accuracy signal is output continuously for a prescribed duration (in the first embodiment, a one-second interval) following the point in time that the brake switch switched OFF.
  • T w denotes the wheel rim drive torque
  • Te the engine torque
  • R TRQCVT the torque converter torque ratio
  • R AT the gear ratio of the automatic transmission
  • R FINAL the final gear ratio
  • ⁇ TOTAL the drive system efficiency
  • the wheel rim drive torque likewise fluctuates during braking as well.
  • the braking force is proportional to the wheel cylinder pressure (in the case of normal braking in which control such as ABS is not performed, essentially the master cylinder pressure)
  • the braking force on each wheel is estimated by multiplying a gain by the master cylinder pressure.
  • wheel rim drive torque (or wheel rim braking torque) is estimated in the manner outlined above, filtering by the 0.5 Hz low-pass filter, which represents a region to the low-frequency end from a frequency region including stroke speed and sprung mass speed is performed on the wheel rim drive torque by a low-pass filter 460, and a stationary component is extracted.
  • a pseudo-differential unit 461 then calculates, through differentiation, a rate of change of the wheel rim drive torque.
  • a rate of change decision unit 462 when the calculated rate of change of wheel rim drive torque is equal to or greater than a pre-established prescribed value dfthi, a deteriorated-estimation accuracy signal is output to a wheel rim drive torque hold unit 463.
  • the deteriorated-estimation accuracy signal is halted in cases in which the differential is equal to or less than value obtained by multiplying the prescribed value dfthi by 0.8.
  • the deteriorated-accuracy signal is output continuously. In so doing, a steady deteriorated-estimation accuracy signal can be output, even in cases in which the deteriorated-estimation accuracy signal of the rate of change decision unit 462 repeatedly goes ON/OFF.
  • the deterioration estimation accuracy detected control unit 5a In cases in which the deteriorated-estimation accuracy flag is "ON,” specifically, when deterioration in accuracy of estimation of the stroke speed is detected, the deterioration estimation accuracy detected control unit 5a outputs a "zero" as the engine orientation control amount to the engine control unit 102.
  • the deterioration estimation accuracy detected control unit 5a outputs a "zero" as the brake orientation control amount to the brake control unit 202.
  • the damping coefficient setting unit 504 sets the damping coefficient in cases in which outside air temperature is outside a prescribed range (for example, outside air temperature ⁇ 5°C or outside air temperature ⁇ 30°C or above) to a value higher than the damping coefficient in cases in which the outside air temperature is within the prescribed range (for example, 5°C ⁇ outside air temperature ⁇ 30°C) (the same damping coefficient as in the comfort mode).
  • a fixed damping coefficient is determined from the vehicle speed observed just prior to when deterioration of estimation accuracy was detected, and as such is not dependent upon stroke speed having a high likelihood of mistaken estimation, whereby, through a transition to a stable state from an unstable state dependent upon stroke speed, lowered steering stability/ride comfort performance and destabilization of behavior can be minimized.

Claims (10)

  1. Dispositif de commande de véhicule caractérisé en ce qu'il comprend :
    un amortisseur de chocs à force d'amortissement variable (3) capable de faire varier une force d'amortissement à laquelle une commande d'amortissement de vibration de masse suspendue est effectuée ;
    un moyen de détection de vitesse de roue (5) configuré pour détecter une vitesse de roue ;
    un moyen d'estimation d'état de masse suspendue (32) configuré pour estimer un état de masse suspendue sur la base d'informations dans une plage de fréquence prescrite de vitesse de roue détectée par le moyen de détection de vitesse de roue (5) ;
    un moyen de commande d'orientation d'actionneur (3a) configuré pour commander l'amortisseur de chocs à force d'amortissement variable (3) de manière à amener l'état estimé de masse suspendue à un état cible de masse suspendue ;
    un moyen de détection de détérioration de précision d'estimation (4a) configuré pour détecter la détérioration de la précision d'estimation réalisée par le moyen d'estimation d'état de masse suspendue (32) et pour estimer un couple estimé de freinage/d'entraînement de jante de roue pour déterminer que la précision d'estimation s'est détériorée lorsqu'un taux de variation d'un composant stationnaire extrait des composants du couple de freinage/d'entraînement de jante de roue agissant sur une roue est détecté comme étant supérieur ou égal à une valeur prescrite (dfthi), avec le composant stationnaire du couple estimé de freinage/d'entraînement de jante de roue se trouvant dans une extrémité basse fréquence d'une région de fréquence qui comporte une vitesse de course et une vitesse de masse suspendue ; et
    un moyen de commande limitée (5a) qui est configuré pour mettre en oeuvre une commande réalisée par le moyen de commande d'orientation d'actionneur (3a) de manière plus limitée lors de la détection de la détérioration de la précision d'estimation par le moyen de détection de détérioration de précision d'estimation (4a) par rapport au moment où la précision d'estimation ne s'est pas détériorée.
  2. Dispositif de commande de véhicule selon la revendication 1, dans lequel
    le moyen de commande limitée (5a) est configuré pour faire passer la force d'amortissement de l'amortisseur de chocs à force d'amortissement variable à une force d'amortissement fixe correspondant à une grandeur d'état de véhicule observée avant la détection de la détérioration de la précision d'estimation par le moyen de détection de précision d'estimation.
  3. Dispositif de commande de véhicule selon la revendication 1 ou 2, dans lequel
    le moyen de commande d'orientation d'actionneur (3a) a une pluralité de modes de commande dans lesquels différentes plages de commande de force d'amortissement sont établies pour une vitesse de course donnée ; et
    le moyen de commande limitée (5a) est configuré pour passer à une force d'amortissement fixe correspondant au mode de commande régnant à un moment où la détérioration de la précision d'estimation a été détectée par le moyen de détection de précision d'estimation.
  4. Dispositif de commande de véhicule selon la revendication 2 ou 3, dans lequel
    le moyen de commande limitée (5a) est configuré pour provoquer, lors du passage de la force d'amortissement de l'amortisseur de chocs à force d'amortissement variable (3) à une force d'amortissement fixe, une variation progressive pendant une période de passage au cours de laquelle une fréquence devient inférieure ou égale à une fréquence de résonance de masse suspendue.
  5. Dispositif de commande de véhicule selon l'une des revendications 1 à 4, comprenant en outre
    un moyen de détection de vitesse de roue (5) configuré pour détecter une vitesse de roue ;
    un moyen de détection d'angle de braquage (7) configuré pour détecter un angle de braquage ;
    un moyen de détection d'état de véhicule (6) configuré pour détecter un état réel de véhicule constitué d'une vitesse de lacet réelle et/ou d'une accélération latérale réelle du véhicule ; et
    un moyen d'estimation d'état de véhicule (6) configuré pour introduire l'angle de braquage et la vitesse de roue détectés, et pour estimer un état de véhicule constitué d'une vitesse de lacet et/ou d'une accélération latérale, sur la base d'un modèle de vue en plan du véhicule ;
    le moyen de détection de détérioration de précision d'estimation (4a) étant constitué d'un moyen configuré pour comparer l'état réel de véhicule détecté par le moyen de détection d'état de véhicule (6) et l'état estimé de véhicule estimé par le moyen d'estimation d'état de véhicule (6), en termes d'informations à l'extrémité basse fréquence de la plage de fréquence prescrite dans laquelle un comportement suspendu est observé, et en cas de divergence d'un niveau supérieur ou égal à un niveau prescrit entre deux ensembles d'informations, pour détecter que la précision d'estimation de l'état de masse suspendue s'est détériorée.
  6. Dispositif de commande de véhicule selon l'une des revendications 1 à 5, dans lequel
    le moyen de commande limitée (5a) est configuré pour passer à une force d'amortissement fixe correspondant à une vitesse de véhicule immédiatement avant le moment où la détérioration de la précision d'estimation a été détectée par le moyen de détection de précision d'estimation (4a).
  7. Dispositif de commande de véhicule selon l'une des revendications 1 à 6, comprenant en outre
    une source d'alimentation de véhicule (1) et un frein à friction (20) configurés pour réaliser une commande d'amortissement de vibration de masse suspendue ;
    un moyen de commande d'orientation de source d'alimentation (101) configuré pour commander le couple de la source d'alimentation (1) de manière à amener l'état estimé de masse suspendue à un état cible de masse suspendue ; et
    un moyen de commande d'orientation de frein (2a) configuré pour commander le couple du frein à friction (20) de manière à amener l'état estimé de masse suspendue à un état cible de masse suspendue ;
    le moyen de commande limitée (5a) pour suspendre, lorsque la détérioration de la précision d'estimation a été détectée par le moyen de détection de précision d'estimation (4a), une commande réalisée par le moyen de commande d'orientation de source d'alimentation (101) et le moyen de commande d'orientation de frein (2a).
  8. Dispositif de commande de véhicule selon l'une des revendications 1 à 7, comprenant en outre
    un moyen de détection de vitesse de roue (5) configuré pour détecter une vitesse de roue ;
    le moyen de commande limitée (5a) étant configuré pour passer à une force d'amortissement fixe supérieure en association avec une vitesse de véhicule supérieure en tant que grandeur d'état de véhicule.
  9. Dispositif de commande de véhicule selon l'une des revendications 1 à 8, comprenant en outre
    un moyen de détection de vitesse de lacet (6) configuré pour détecter une vitesse de lacet du véhicule,
    le moyen de commande limitée (5a) configuré pour passer à une force d'amortissement fixe supérieure en association avec une vitesse de lacet supérieure en tant que grandeur d'état de véhicule.
  10. Procédé de commande d'un véhicule caractérisé en ce qu'il comprend :
    un capteur (5) pour détecter une vitesse de roue ; et
    une unité de commande (3a) pour estimer un état de masse suspendue sur la base d'informations dans une plage de fréquence prescrite de vitesse de roue détectée par le capteur (8), pour commander un amortisseur de chocs à force d'amortissement variable (3) de manière à amener l'état estimé de masse suspendue à un état cible de masse suspendue, pour estimer un couple de freinage/d'entraînement de jante de roue agissant sur une roue pour déterminer que la précision d'estimation s'est détériorée lorsqu'un taux de variation d'un composant stationnaire extrait des composants du couple de freinage/d'entraînement de jante de roue agissant sur une roue est détecté comme étant supérieur ou égal à une valeur prescrite (dfthi), avec le composant stationnaire du couple estimé de freinage/d'entraînement de jante de roue se trouvant dans une extrémité basse fréquence d'une région de fréquence qui comporte une vitesse de course et une vitesse de masse suspendue, et pour commander, lorsque la précision d'estimation de l'état de masse suspendue est déterminée comme s'étant détériorée, l'amortisseur de chocs à force d'amortissement variable de manière plus limitée que lorsque la précision d'estimation ne s'est pas détériorée.
EP13790959.4A 2012-05-14 2013-05-13 Dispositif de commande de véhicule, et procédé de commande de véhicule Active EP2851221B1 (fr)

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PCT/JP2013/063240 WO2013172281A1 (fr) 2012-05-14 2013-05-13 Dispositif de commande de véhicule, et procédé de commande de véhicule

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JPWO2013172281A1 (ja) 2016-01-12
US9643599B2 (en) 2017-05-09
JP5751385B2 (ja) 2015-07-22
MX2014013768A (es) 2015-02-12
RU2568163C1 (ru) 2015-11-10
CN104302493A (zh) 2015-01-21
CN104302493B (zh) 2015-12-09
EP2851221A1 (fr) 2015-03-25
WO2013172281A1 (fr) 2013-11-21
US20150046034A1 (en) 2015-02-12

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